Features January to June 2021
Item 2101
Bristol Temple Meads station refurbishment Work commenced January 2021;
Item 2102
Reopening the branch to Okehampton - A collection of pictures
Item 2103 Relaying the St Ives branch
Item 2104 Remember the Royal Mail trains. Paul Barlow
Item 2105 Trewoon gets a new bridge.
Bristol Temple Meads station refurbishment Work commenced January 2021;
Item 2102
Reopening the branch to Okehampton - A collection of pictures
Item 2103 Relaying the St Ives branch
Item 2104 Remember the Royal Mail trains. Paul Barlow
Item 2105 Trewoon gets a new bridge.
Item 2105 Trewoon
gets a new bridge.
gets a new bridge.
New Trewoon bridge being assembled at Burngullow 25th February 2021. Copyright Phil Hadley.
Trewoon bridge site 26th February 2021. Copyright Craig Munday
Trewoon bridge site 26th February 2021. Copyright Craig Munday
Trewoon Bridge work 2nd March 2021 Copyright Nathen Hadley
Trewoon Bridge work 2nd March 2021 Copyright Nathan Hadley
Trewoon Bridge work A view along the track eastwards from the bridge over Hembal Lane 2nd March 2021 Copyright Nathan Hadley
Trewoon Bridge site 1 1st March 2021 Copyright Andrew Keast
Notes by Andrew Keast- Firstly from up the line from the site
Then various photos as things progressed. Work started at 18:00. The plan was to remove the bridge in sections. These were to be loaded onto a flatbed on the Burngulllow side of the bridge.
Large gas flame cutters were used to take out various struts/bolts. There were 3 working together.
As they progressed, the crane was brought in to take the weight.
Eventually at 21:15 the first section from the up line side was taken out.
I have been told that the bridge was completely removed by 02:00
Many thanks for your notes Andrew
Then various photos as things progressed. Work started at 18:00. The plan was to remove the bridge in sections. These were to be loaded onto a flatbed on the Burngulllow side of the bridge.
Large gas flame cutters were used to take out various struts/bolts. There were 3 working together.
As they progressed, the crane was brought in to take the weight.
Eventually at 21:15 the first section from the up line side was taken out.
I have been told that the bridge was completely removed by 02:00
Many thanks for your notes Andrew
Trewoon Bridge site 2 1st March 2021 Copyright Andrew Keast
Trewoon Bridge site 3 1st March 2021 Copyright Andrew Keast .
Trewoon Bridge site 4 1st March 2021 Copyright Andrew Keast
Trewoon Bridge site 5 1st March 2021 Copyright Andrew Keast
Trewoon Bridge site 6 1st March 2021 CopyrightAndrew Keast
The first section of the bridge on the move.
The first section of the new bridge moves
"first section of the bridge on the move tonight as it went down the A3058 Westbridge Road from the Burngullow/Blackpool Dries site to the bridge site in Trewoon." 3rd March 2021. Copyright Nathan Hadley
4th March 2021
Part of the bridge in position at Trewoon Copyright John Hird 4th March 2021
Burngullow 4th March 2021.
Class 70 stands on the down main line at Burngullow Copyright John Hird 4th March 2021
From a different angle to include the redundant clay silos. 4th March 2021. Copyright John Hird.
East of Burngullow
Works trains in the cutting at Trevannion Road bridge near Gover viaduct. 4th March 2021. Copyright Craig Munday.
A similar view to that of Craig's above but this one by Nathan Hadley. Copyright.
Now to the west of Burngullow looking east from the road bridge. 4th March 2021. Copyright John Hird. 4th arch 2021.
Andrew Keast moves to Par to observe activities on the 4th March 2021
Firstly we had 66155 on the 13:03 Par - Westbury Down TC with Railvac.. 4th March 2021. Copyright Andrew Keast.
As above. 4th March 2021. Copyright Andrew Keast,
As above. 4th March 2021. Copyright Andrew Keast,
66150 on the 13:02 Goonbarrow - Carne Point (with 38 wagons) 4th March 2021. Copyright Andrew Keast.
DR73935 on the 13:32 Liskeard Ground Frame - Par and onto blockade. 4th March 2021. Copyright Andrew Keast.
DR73907 off siding and cross over onto Down. Photo waiting to join blockade.
DR73907 on Down Main Line. 4th March 2021. Copyright Andrew Keast.
Par DR73907 on Down Main Line waiting to join blockade. 4th March 2021.
43156/43093 ‘Old Oak Common’ on 2C26, the 13:24 Plymouth - Par then to form 2P17 14:53 Par - Plymouth. 4th March 2021. Copyright Andrew Keast.
And finally 66200 on the 15:17 BZ -Riverside. 4th March 2021. Copyright Andrew Keast.
The new bridge and in service.
Trewoon complete. 6th March 2021. Copyright Nathan Hadley.
Congratulations to Network Rail and many thanks to all.
Item 2104
Remember the Royal Mail trains. Paul Barlow
Remember the Royal Mail trains. Paul Barlow
Continuing the Postal train theme.
A few shots from 9 January 2004 of the last Traveling post office (TPO) trains at Exeter St Davids. Post was sorted on the move on these trains.
I was lucky enough to be able to board the Penzance to Bristol service and see the postmen at work, which included hand franking mail.
Post boxes were also featured on the side of the coaches where you could post urgent letters, which I often did!
Another part of our railway heritage passed into history. I believe TPO's in some form had been running since 1838.
I have also included scans of the Mail bag label's which were given to me that night and a Commemorative Cover I made and posted on the Penzance to Bristol that night.
Hope you are well
All the best, Paul Barlow
A few shots from 9 January 2004 of the last Traveling post office (TPO) trains at Exeter St Davids. Post was sorted on the move on these trains.
I was lucky enough to be able to board the Penzance to Bristol service and see the postmen at work, which included hand franking mail.
Post boxes were also featured on the side of the coaches where you could post urgent letters, which I often did!
Another part of our railway heritage passed into history. I believe TPO's in some form had been running since 1838.
I have also included scans of the Mail bag label's which were given to me that night and a Commemorative Cover I made and posted on the Penzance to Bristol that night.
Hope you are well
All the best, Paul Barlow
TPO Mail bag labels 2004 Copyright Paul Barlow.
67007 1930 Penzance to Bristol TPO last Post. 9th January 2004. Copyright Paul Barlow.
67025 on the 22.11 Plymouth to Willesden Last TPO with wreath. 9th January 2004.
Sorting the mail 1930 Penzance to Bristol last TPO 9th January 2004. Copyright Paul Barlow.
Hand stamping the post 22.11 Plymouth to Willesden 1M99 9 January 2004
On board the last GW Travelling Post Offfice 9 January 2004 1M99. Copyright Paul Barlow.
On board the last GW Travelling Post Offfice 9 January 2004. Copyright Paul Barlow.
This is PAUL BARLOW Posting on the last post 9 January 2004. Paul Barlow Collection.
TPO bag labels. Copyright Paul Barlow.
The very last Royal mail Trains. Paul Barlow.
Royal mail lorries wait outside Exeter St Davids on the last night of mail trains operations. Copyright Paul Barlow.
67028 1915 Plymouth to Willesden 1M65 Exeter St Davids last up mail train. 20th January 2004. Copyright Paul Barlow.
67028 1915 Plymouth to Willesden 1M65 Exeter St Davids. 20th January 2004. Copyright Paul Barlow.
67028 1915 Plymouth to Willesden 1M65 Exeter St Davids. 20th January 2004.
Royal Mail workers waiting for the 1915 Plymouth to Willesden 1M65 Exeter St Davids last up mail train. 20th January 2004. Copyright Paul Barlow.
2004_02_17 67009 2154 Reading to Plymouth 1C84 last EWS mail trains note skull headboard
67009 2154 Reading to Plymouth 1C84 last EWS mail trains. 20th January 2004. Copyright Paul Barlow.
Many thanks to you Paul.
Item 2103
Relaying the
St Ives branch
Mid to late '50's.
Relaying the
St Ives branch
Mid to late '50's.
Before we look at what reports we have of the most recent relaying work on the St Ives branch which was completed with the branch re-opening to passenger traffic on Monday 8th of February 2021. I received on15th January the following most interesting article on memories from Laurence Hansford of how it was done in the 'Good Old Days'.
Happy New Year, Keith,
Well, there’s a thing! I never imagined that they would be re-laying a mile and a half with long welded track! Apart from the last three years (when they replaced the track at Lelant, fiddled with the platforms at St Erth and installed a new bridge at Griggs Quay) maintenance of the branch has been, shall we say, skimped (others might say woefully neglected). Most of the track from the footbridge just over Carbis Bay Viaduct up to about where the Distant Signal is now is concrete sleeepered and I remember that being done in the mid to late -50s, more than 60 years ago. Funnily enough, the next section of track towards St Ives, with wooden sleepers, is actually newer and I watched that work being done about 1960.
All the work was done on Sundays just out of season when the weather was still OK and there were no trains. The entire process was done manually by a team of about 2 dozen men, their only powered machine being the steam engine which propelled their train which consisted of a mess coach, a couple of bogie bolster waggons loaded with rails, some drop-sided trucks loaded with sleepers, a couple of empty trucks and some hoppers full of new ballast. The mess coach was a an ancient 3rd/brake with some compartments removed, leaving enough seats for the gang, the remainder of the space being for their tools and gear but with a coke stove for a brew. My recollection is that this was arranged to be next to the loco with the steam heating connected-up so they had somewhere warm to take their breaks!
The sleepers were all brand new treated timber but with reclaimed chairs and the 60 ft bull-head rails were second-hand but little worn, having been recovered (so I was told) from fast main line service where they were being replaced by flat bottom track. I believe the new ballast came from a quarry which used to exist alongside the main line at Menheniot. The gang worked pretty hard and would very methodically re-lay something like 5 lengths in a day but to do this they had to work as a team.
The procedure, at least as I recall it, was as follows: The train would slowly draw forward and a team of 4-5 men on the bogie bolster would use crowbars to lever rails to the edge to be deposited in pairs alongside each length of track to be renewed, all on the same side. Next, the train would re-trace its steps and the men on it would transfer their attention to the trucks with the new sleepers, where the latter would be manoeuvred to the edge. The men on the ground would then lift them off and stack them neatly alongside the new rails The train would then retire clear of the work area.
The team then transferred their attention to the track, concentrating on and completing one length at a time. The first things to be done would be to knock out all the keys and remove the fishplates. This allowed both rails to be lifted out and deposited on the other side of the track from the new materials. The men then set-to with shovels on the old ballast, clearing it out from between the sleepers and throwing it out just beyond the old rails, and being careful to scrape it out to the level of the bottom of the old sleepers but no further. Then, the old sleepers would be lifted off and dumped on the old ballast ready to be collected later. Lastly the now flattish ballast bed would be checked and any irregularities corrected to the satisfaction of the ganger, foreman or inspector or whatever he was called (I am not sure which but, remembering this was West Cornwall 60 years ago, I rather think it would have been “Cap’n” or “Skip’”!).
Relaying could then commence, starting with the new sleepers which were carried into position on the cleared track-bed being very careful to ensure that the chairs were all in line. The team then got to together to carry the new rails and place them in their new homes after which all the fishplates were replaced and the bolts tightened. Before driving the keys back into the chairs, considerable attention was paid to make sure that all the sleepers were evenly spaced and not skewed and that the rails were straight. Once the keys had all been driven home the last thing to do was to ram the ballast under the sleepers (whilst access was still easy) to make sure they were all properly supported.
Having thus made the track safe enough so that their train could later pass over depositing new ballast, the team then moved on to the next length to be done and repeated the whole performance as above. Once the requisite number of lengths had been completed (I seem to think they managed 5 in a day) the Cap’n would spend some time checking the alignment of the new track directing adjustments, as required. When finally satisfied the train proceeded very slowly and the controls on the hopper wagons would be operated to drop the right amount to fill the gaps between the sleepers and once the train had passed the men set to with their shovels to put the finishing touches to the new track.
One might imagine that, at this point the men could gather up their gear, jump back on the train and clear off home; unfortunately in those days, this was not the case – they had to clear up site first! This was just as organised as the relaying itself. First to be loaded back onto the train were the old sleepers. These were loaded back on the wagons which had brought the new ones, taking up roughly the same space, except for the few which didn’t make it in one piece. Then it was the turn of the rails and, in broad terms, they were also put back where the new ones had been, except that in this case the procedure formed a spectacle in its own right! Bearing in mind that standard 60 ft Bull-Head rail weighs 97½lb per Yard, making each rail weigh the best part of a ton, lifting them off the ground to above shoulder height was not a job for the faint-hearted. Even with 24 men the only way to make it reasonably easy was with a well-rehearsed routine with the help of the railway equivalent of a sea shanty. In unison, the men would sing out something like 1,2,3-up-1,2,3-up-1,2,3-up-1,2,3-up… and the rail would magically rise from the ground until deposited on the edge of the bogey bolster from where it would be crow-barred home. The last job was then to shovel all the old ballast back into the empty waggons but my recollection is that, to save time, a lot of it was piled on top of the old sleepers. (It meant that they could work along the length of 5 or 6 wagons instead of just a couple.)
After a quick tidy up and the loading of all their tools, off they went leaving the track ready for the commencement of normal running on Monday morning. Although at this stage the new track appeared perfect, I imagine that in the next week or two the St Ives Ganger and his assistant (they lived in the brick building on the other side of the track from the Engine Shed) would make final adjustments re-packing the track and getting the alignment perfect as passing trains shook all the individual lumps of gravel into a better fit with one another. All I can tell you is that, although I very rarely saw them, they kept the whole line in petty much immaculate condition with all straight track (not that there is much of it apart from over the Lelant Towans) dead straight and all curves nice and smooth.
I note that they say it will take 5 weeks to re-lay 1½ miles; this is interesting. There are 88 standard 60 ft lengths per mile and hence 1½ miles would be equivalent to 132 lengths. If the men are working a 6 day week, 5 weeks would contain 30 working days. That means that they will be re-laying the equivalent of 132/30 = 4.4 standard lengths per day. The bit I find interesting is that 60 years later, with all their up-to-date highly mechanised machinery they can’t achieve what a couple of dozen men were able to do with their bare hands. And, by “bare hands” I mean just that, no gloves or any other sort of PPE except that I think they were issued with oil-skins so that they could continued to work in bad weather. They just wore their old clothes and I think even provided their own hob-nailed boots (no steel toe caps as far as I know). In fact, I don’t remember seeing any railway workers wearing gloves, not even firemen shovelling coal! As for all-weather Hi-Viz jackets and helmets with shatter proof visors… dream on.
The photos of all the new material dumped around Carbis Bay Station do raise an intriguing question: How did it all get there? As for the rails, the answer is pretty self-evident, bearing in mind the recent rail delivery trains with the enigmatic destination of St Erth but the pallets of steel sleepers and bags of ballast are a different matter. Normally, on branch lines, it seems these, as well as the machines themselves are delivered by road to convenient points along the line but the St Ives line is a bit different: Most of it is balanced along the cliff edge where it is not possible for a road to be anywhere near and, between Lelant Station and St Ives Station there are simply no roads near the line capable of taking HGVs and the only “road” that does isn’t close to the line where the two are at roughly level. Even at Carbis Bay Station, where it probably would be possible to get an HGV into the Station car park there is certainly no track-side road access. So, how are they doing it? By rail, or is that too obvious.
Laurence Hansford.
Well, there’s a thing! I never imagined that they would be re-laying a mile and a half with long welded track! Apart from the last three years (when they replaced the track at Lelant, fiddled with the platforms at St Erth and installed a new bridge at Griggs Quay) maintenance of the branch has been, shall we say, skimped (others might say woefully neglected). Most of the track from the footbridge just over Carbis Bay Viaduct up to about where the Distant Signal is now is concrete sleeepered and I remember that being done in the mid to late -50s, more than 60 years ago. Funnily enough, the next section of track towards St Ives, with wooden sleepers, is actually newer and I watched that work being done about 1960.
All the work was done on Sundays just out of season when the weather was still OK and there were no trains. The entire process was done manually by a team of about 2 dozen men, their only powered machine being the steam engine which propelled their train which consisted of a mess coach, a couple of bogie bolster waggons loaded with rails, some drop-sided trucks loaded with sleepers, a couple of empty trucks and some hoppers full of new ballast. The mess coach was a an ancient 3rd/brake with some compartments removed, leaving enough seats for the gang, the remainder of the space being for their tools and gear but with a coke stove for a brew. My recollection is that this was arranged to be next to the loco with the steam heating connected-up so they had somewhere warm to take their breaks!
The sleepers were all brand new treated timber but with reclaimed chairs and the 60 ft bull-head rails were second-hand but little worn, having been recovered (so I was told) from fast main line service where they were being replaced by flat bottom track. I believe the new ballast came from a quarry which used to exist alongside the main line at Menheniot. The gang worked pretty hard and would very methodically re-lay something like 5 lengths in a day but to do this they had to work as a team.
The procedure, at least as I recall it, was as follows: The train would slowly draw forward and a team of 4-5 men on the bogie bolster would use crowbars to lever rails to the edge to be deposited in pairs alongside each length of track to be renewed, all on the same side. Next, the train would re-trace its steps and the men on it would transfer their attention to the trucks with the new sleepers, where the latter would be manoeuvred to the edge. The men on the ground would then lift them off and stack them neatly alongside the new rails The train would then retire clear of the work area.
The team then transferred their attention to the track, concentrating on and completing one length at a time. The first things to be done would be to knock out all the keys and remove the fishplates. This allowed both rails to be lifted out and deposited on the other side of the track from the new materials. The men then set-to with shovels on the old ballast, clearing it out from between the sleepers and throwing it out just beyond the old rails, and being careful to scrape it out to the level of the bottom of the old sleepers but no further. Then, the old sleepers would be lifted off and dumped on the old ballast ready to be collected later. Lastly the now flattish ballast bed would be checked and any irregularities corrected to the satisfaction of the ganger, foreman or inspector or whatever he was called (I am not sure which but, remembering this was West Cornwall 60 years ago, I rather think it would have been “Cap’n” or “Skip’”!).
Relaying could then commence, starting with the new sleepers which were carried into position on the cleared track-bed being very careful to ensure that the chairs were all in line. The team then got to together to carry the new rails and place them in their new homes after which all the fishplates were replaced and the bolts tightened. Before driving the keys back into the chairs, considerable attention was paid to make sure that all the sleepers were evenly spaced and not skewed and that the rails were straight. Once the keys had all been driven home the last thing to do was to ram the ballast under the sleepers (whilst access was still easy) to make sure they were all properly supported.
Having thus made the track safe enough so that their train could later pass over depositing new ballast, the team then moved on to the next length to be done and repeated the whole performance as above. Once the requisite number of lengths had been completed (I seem to think they managed 5 in a day) the Cap’n would spend some time checking the alignment of the new track directing adjustments, as required. When finally satisfied the train proceeded very slowly and the controls on the hopper wagons would be operated to drop the right amount to fill the gaps between the sleepers and once the train had passed the men set to with their shovels to put the finishing touches to the new track.
One might imagine that, at this point the men could gather up their gear, jump back on the train and clear off home; unfortunately in those days, this was not the case – they had to clear up site first! This was just as organised as the relaying itself. First to be loaded back onto the train were the old sleepers. These were loaded back on the wagons which had brought the new ones, taking up roughly the same space, except for the few which didn’t make it in one piece. Then it was the turn of the rails and, in broad terms, they were also put back where the new ones had been, except that in this case the procedure formed a spectacle in its own right! Bearing in mind that standard 60 ft Bull-Head rail weighs 97½lb per Yard, making each rail weigh the best part of a ton, lifting them off the ground to above shoulder height was not a job for the faint-hearted. Even with 24 men the only way to make it reasonably easy was with a well-rehearsed routine with the help of the railway equivalent of a sea shanty. In unison, the men would sing out something like 1,2,3-up-1,2,3-up-1,2,3-up-1,2,3-up… and the rail would magically rise from the ground until deposited on the edge of the bogey bolster from where it would be crow-barred home. The last job was then to shovel all the old ballast back into the empty waggons but my recollection is that, to save time, a lot of it was piled on top of the old sleepers. (It meant that they could work along the length of 5 or 6 wagons instead of just a couple.)
After a quick tidy up and the loading of all their tools, off they went leaving the track ready for the commencement of normal running on Monday morning. Although at this stage the new track appeared perfect, I imagine that in the next week or two the St Ives Ganger and his assistant (they lived in the brick building on the other side of the track from the Engine Shed) would make final adjustments re-packing the track and getting the alignment perfect as passing trains shook all the individual lumps of gravel into a better fit with one another. All I can tell you is that, although I very rarely saw them, they kept the whole line in petty much immaculate condition with all straight track (not that there is much of it apart from over the Lelant Towans) dead straight and all curves nice and smooth.
I note that they say it will take 5 weeks to re-lay 1½ miles; this is interesting. There are 88 standard 60 ft lengths per mile and hence 1½ miles would be equivalent to 132 lengths. If the men are working a 6 day week, 5 weeks would contain 30 working days. That means that they will be re-laying the equivalent of 132/30 = 4.4 standard lengths per day. The bit I find interesting is that 60 years later, with all their up-to-date highly mechanised machinery they can’t achieve what a couple of dozen men were able to do with their bare hands. And, by “bare hands” I mean just that, no gloves or any other sort of PPE except that I think they were issued with oil-skins so that they could continued to work in bad weather. They just wore their old clothes and I think even provided their own hob-nailed boots (no steel toe caps as far as I know). In fact, I don’t remember seeing any railway workers wearing gloves, not even firemen shovelling coal! As for all-weather Hi-Viz jackets and helmets with shatter proof visors… dream on.
The photos of all the new material dumped around Carbis Bay Station do raise an intriguing question: How did it all get there? As for the rails, the answer is pretty self-evident, bearing in mind the recent rail delivery trains with the enigmatic destination of St Erth but the pallets of steel sleepers and bags of ballast are a different matter. Normally, on branch lines, it seems these, as well as the machines themselves are delivered by road to convenient points along the line but the St Ives line is a bit different: Most of it is balanced along the cliff edge where it is not possible for a road to be anywhere near and, between Lelant Station and St Ives Station there are simply no roads near the line capable of taking HGVs and the only “road” that does isn’t close to the line where the two are at roughly level. Even at Carbis Bay Station, where it probably would be possible to get an HGV into the Station car park there is certainly no track-side road access. So, how are they doing it? By rail, or is that too obvious.
Laurence Hansford.
Because of the Lockdown which commenced in January there was little feedback or pictures on this fascinating engineering operation which took place on our 'patch' which we felt barred from observing
It was felt wrong to encourage the general public go out and photograph the operation in view of the 'Stay at Home advice. However', it was thought that it would be excusable/permissible if photographs were taken by members of staff on duty or members of the public on ' legitimate exercise'.
It was felt wrong to encourage the general public go out and photograph the operation in view of the 'Stay at Home advice. However', it was thought that it would be excusable/permissible if photographs were taken by members of staff on duty or members of the public on ' legitimate exercise'.
Many thanks Laurence for your most interesting article on how things were done in the past.
Now to a report on the latest relay in 2021- a major operation.
Report by Mick House
Many thanks to Mick for the following article on the renewal work
Report by Mick House
Many thanks to Mick for the following article on the renewal work
Track renewal on the St Ives Branch.
Track renewal on the St Ives branch started off, prior to the 5th Jan start date with materials and plant being delivered to a compound adjacent to St Erth station and materials being delivered trackside at various locations including St Ives and Carbis Bay stations, also including long welded rail at the location of the renewal.
The track on the St Ives branch is Bullhead rail, chaired with wooden keys on concrete or wooden sleepers (Photo 1) and is being replaced by long welded flat bottomed rail on a rubber pad clipped directly on to steel sleepers.
All of the old track that is being lifted from the buffer stops at St Ives to the finishing point, is being chopped into around approximately 12 foot sections and transported on two rail trailers one each end of a Komatsu PW160-8 Megarailer 360 machine (Photo 2) machine No. 1030), to St Erth for onward disposal possibly by road or rail?.
Track renewal on the St Ives branch started off, prior to the 5th Jan start date with materials and plant being delivered to a compound adjacent to St Erth station and materials being delivered trackside at various locations including St Ives and Carbis Bay stations, also including long welded rail at the location of the renewal.
The track on the St Ives branch is Bullhead rail, chaired with wooden keys on concrete or wooden sleepers (Photo 1) and is being replaced by long welded flat bottomed rail on a rubber pad clipped directly on to steel sleepers.
All of the old track that is being lifted from the buffer stops at St Ives to the finishing point, is being chopped into around approximately 12 foot sections and transported on two rail trailers one each end of a Komatsu PW160-8 Megarailer 360 machine (Photo 2) machine No. 1030), to St Erth for onward disposal possibly by road or rail?.
Photo (1) Lifted and stacked track. - ready to be moved on. Copyright Mick House.
Photo (2) A marvelous picture showing exactly how the track was lifted. Copyright Mick House.
Condition of the old track that has been removed.
Looking at the track sections stock piled at St Erth, you can see that they look as though they have been bitten or hack off (Photos 3 & 4) and in fact they have been sheared off, with the use of a Track Shear machine (Photo 5 & 6 not the one used on the site as I did not get a good enough shot). The track shear with its two hydraulic cylinders each exerting 350 Bar (over 5000 pounds per square inch) of pressure can cut the rail like you or me snapping a twig.
The amount of wear sustained on the track over years can be seen by looking at the profile of the rails (Photos 7, 8 & 9), the top of the rail or rail head may have multiple types of wear, for example the rail I have photographed has Vertical Wear, Gauge Wear and Plastic Flow. The rail head is made up of three main parts (Photo 10), the Crown, Gauge and Field. Crown: is the top of the rail. Gauge: is the inside edge of the rail with three areas: Shoulder, Corner and Face. Field: is the outside edge of the rail with three areas: Shoulder, Corner and Face.
Gauge Wear can be on the Shoulder, Corner or Face or a combination of the three and predominantly will occur on curved track, the Crown can also be affected (photo 11).
Field Wear is not as common but dose effect the Shoulder and Corner and to a lesser extent the face this is usually in conjunction with Crown wear (Photo 12).
Crown Wear also Vertical Wear to the top of the rail is probably the most common as the wheels are in contact with the top of the rail most of the time.
All of this amounts to a worn-out profile, rendering the rail potently dangerous so needs to be replaced. There is a lot more I could say on the subject rails in a lot more detail, but I am sure that this is enough at this time (Photo 12)
Looking at the track sections stock piled at St Erth, you can see that they look as though they have been bitten or hack off (Photos 3 & 4) and in fact they have been sheared off, with the use of a Track Shear machine (Photo 5 & 6 not the one used on the site as I did not get a good enough shot). The track shear with its two hydraulic cylinders each exerting 350 Bar (over 5000 pounds per square inch) of pressure can cut the rail like you or me snapping a twig.
The amount of wear sustained on the track over years can be seen by looking at the profile of the rails (Photos 7, 8 & 9), the top of the rail or rail head may have multiple types of wear, for example the rail I have photographed has Vertical Wear, Gauge Wear and Plastic Flow. The rail head is made up of three main parts (Photo 10), the Crown, Gauge and Field. Crown: is the top of the rail. Gauge: is the inside edge of the rail with three areas: Shoulder, Corner and Face. Field: is the outside edge of the rail with three areas: Shoulder, Corner and Face.
Gauge Wear can be on the Shoulder, Corner or Face or a combination of the three and predominantly will occur on curved track, the Crown can also be affected (photo 11).
Field Wear is not as common but dose effect the Shoulder and Corner and to a lesser extent the face this is usually in conjunction with Crown wear (Photo 12).
Crown Wear also Vertical Wear to the top of the rail is probably the most common as the wheels are in contact with the top of the rail most of the time.
All of this amounts to a worn-out profile, rendering the rail potently dangerous so needs to be replaced. There is a lot more I could say on the subject rails in a lot more detail, but I am sure that this is enough at this time (Photo 12)
Photo (3) Copyright Mick House.
Photo (4). Copyright Mick House
Photo (5) A track shear machine. Copyright Mick House
Photo (6) Copyright Mick House.
Photo (7) Copyright Mick House.
Photo (8) Copyright Mick House.
Photo (9) Mick House.
Photo (10) Copyright Mick House
Photo (11) Mick House
Ballast Trains
Two of the trains that took ballast to the Branch
Top 66 167 & tailed 66 020 with ten Autoballasters, departed Westbury 11.25 Tuesday 12th Jan arriving at St Erth 20.15 the same day, it departed St Erth 08.02 Wednesday 13th Jan, I photographed it at Wheal Busy Crossing as it returned to Westbury, and it arrived 13.02 the same day (Photos 12 & 13).
Top 66 059 & tailed 66 107 with ten Autoballasters, departed Westbury 11.59 Wednesday 13th Jan arriving at St Erth 20.09 the same day, it departed St Erth 07.55 Thursday 14th January. I photographed it at Wheal Busy Crossing as it returned to Westbury, and it arrived 13.08 the same day (Photos 14 & 15).
Two of the trains that took ballast to the Branch
Top 66 167 & tailed 66 020 with ten Autoballasters, departed Westbury 11.25 Tuesday 12th Jan arriving at St Erth 20.15 the same day, it departed St Erth 08.02 Wednesday 13th Jan, I photographed it at Wheal Busy Crossing as it returned to Westbury, and it arrived 13.02 the same day (Photos 12 & 13).
Top 66 059 & tailed 66 107 with ten Autoballasters, departed Westbury 11.59 Wednesday 13th Jan arriving at St Erth 20.09 the same day, it departed St Erth 07.55 Thursday 14th January. I photographed it at Wheal Busy Crossing as it returned to Westbury, and it arrived 13.08 the same day (Photos 14 & 15).
Photo 12. Copyright Mick House.
Photo 13. Copyright Mick House.
Photo 14. Copyright Mick House.
Photo 15. Copyright Mick House.
Very sincere thanks to Mick House who took this collection of photographs and put the article together.
Peter Radford (Manchester) sent some questions concerning the renewal work on the St Ives branch which Mick House has kindly undertaken to answer.
Questions and Answers
ST.IVES BRANCH TRACK RENEWAL 2021
Question :- I am sure that many members would be interested in the operational plan to carry out this work, does the society have contact with Network Rail, do they have a photographic record of their work that they would be willing to share? They will probably have a photographic record, but nothing as yet.
I am not an engineer so have to presume things like – was the track cut into small sections to allow removal by road/rail vehicles, did they then take the sections to St Erth to transfer to an engineering train? Was this repeated with the old ballast? Did the work commence at St Ives?
I believe that that the new” base” ballast, sleepers and C/W rail were delivered when the mainline closure took place in December??
Answer :- All of the old track that is being lifted from the buffer stops at St Ives (start Point) to the finishing point and is being chopped into around approximately 12 foot sections and transported on two rail trailers one each end of a Komatsu PW160-8 Megarailer 360 machine, to St Erth for onward disposal possibly by road or rail?. An amount of ballast was stock piled in one ton bags along the branch including Carbis bay and St Ives. Uncertain were the old ballast has gone but I suspect it was put to the side of the track!
Question :- Is Nut Grove “crossing” the start of the new track and will there be an expansion joint here?
On the 14th Jan we had our first pictures of the auto ballast train at St Erth and in Carbis Bay station awaiting to proceed to St Ives, but I do not understand how this train can safely traverse the new track which is basically only sitting on top of a base ballast ?? (Please excuse my naivety!)
Answer :- A temporary connection of old to new rail is made so that trains can traverse the line. You have no problem with trains travelling over un-ballasted track. At the time of righting this, seven autoballaster trains and two Tampers have been up the branch, starting on the evening of 11th January 2021.
When did the tamping commence and when will the test train make a visit?
Answer :- Tamping started after the sixth ballast train had finished on the 17th January 2021. Test trains will start running up the branch after all of the work is complete.
Is the work on schedule? :
-
We all now know that the branch relaying was a complete success with the work completed on time for the return of normal services on the 9th February 2021. Congratulations to Network Rail.
Question by Peter Radford (Manchester).
Answers by Mick House.
St Ives branch relaying 01 6W50 66020 at St Erth prior to setting off down the branch 14th January 2021 Copyright Craig Munday
St Ives branch relaying 02 6W50 66020 Cabris Bay 14th January 2021 Copyright Craig Munday
St Ives Branch renewal 6W50 66020 at the St Erth end and 66107 at St Ives end. At Carbis Bay. 25th January 2021 Copyright Craig Munday
6W50 66107 at Carbis Bay. The time is around a quarter past nine on the 25th January 2021. Copyright Craig Munday.
6W50 66020 at St Erth end of the train at Carbis Bay 25th January 2021. Copyright Craig Munday
Near. Porthminster Point 10.04 5th January 2021. Copyright Roger Salter
From Porthminster Overbridge, Work started yesterday. 09.57 5th January 2021. Copyright Roger Salter
From Primrose Valley Overbridge looking towards the station. 10.33 5th January 2021. Copyright Roger Salter
The view from Draycott Terrace of the new sleepers laid into St. Ives Station. It's 10.57 on the 5th Janaury 2021. Copyright Roger Salter -
The following snippets received from Craig Munday - Many thanks Craig.
I've been trying to grab a press release for you regarding the St Ives 2km track renewals, I have found some snippets for you:
Work will start in the new year on upgrading the track between Carbis Bay and St Ives in a £3m project by Network Rail.
In what has been described as the biggest track investment in Cornwall since the 1950s, Network Rail will be carrying out work over a 5 week period between Sunday the 3rd of January and Monday the 8th of February 2021
Around 1.5 miles of new track will be laid along with 3,600 new railway sleepers and over 400 tonnes of ballast.
Lee Hildreth, Network Rail’s project manager, said: “This is a huge piece of work, but it will make a real difference as it will reduce delays and improve reliability for passengers in Cornwall.”
“It is the biggest track upgrade for generations, and it has been planned so it can be done as safely and as quickly as possible.”
“However, buses will replace trains while the work is ongoing, so we urge passengers to check before they travel and thanks them in advance for their patience.”
Mark Chorley, GWR Regional Station Manager, West, said: “We have been working hard to make sure that people can be confident to travel safely, and that includes running as many replacement buses as we can to make extra room, as well as enhanced cleaning and social distancing measures.”
“This work is important to ensure we can continue to maintain and improve reliability on this very popular and scenic branch line, and we thank customers for their patience in advance.”
It doesn't answer the many questions from Mr Radford, so I suggest he writes direct to NR.
I've been trying to grab a press release for you regarding the St Ives 2km track renewals, I have found some snippets for you:
Work will start in the new year on upgrading the track between Carbis Bay and St Ives in a £3m project by Network Rail.
In what has been described as the biggest track investment in Cornwall since the 1950s, Network Rail will be carrying out work over a 5 week period between Sunday the 3rd of January and Monday the 8th of February 2021
Around 1.5 miles of new track will be laid along with 3,600 new railway sleepers and over 400 tonnes of ballast.
Lee Hildreth, Network Rail’s project manager, said: “This is a huge piece of work, but it will make a real difference as it will reduce delays and improve reliability for passengers in Cornwall.”
“It is the biggest track upgrade for generations, and it has been planned so it can be done as safely and as quickly as possible.”
“However, buses will replace trains while the work is ongoing, so we urge passengers to check before they travel and thanks them in advance for their patience.”
Mark Chorley, GWR Regional Station Manager, West, said: “We have been working hard to make sure that people can be confident to travel safely, and that includes running as many replacement buses as we can to make extra room, as well as enhanced cleaning and social distancing measures.”
“This work is important to ensure we can continue to maintain and improve reliability on this very popular and scenic branch line, and we thank customers for their patience in advance.”
It doesn't answer the many questions from Mr Radford, so I suggest he writes direct to NR.
Received on the 2nd February.
An EXTREMELY INTERESTING collection of pictures of the
ST. IVES RELAY OPERATION FROM PAUL BARRIBALL
With very many thanks to PAUL for sending the following pictures which we as 'JOE PUBLIC' could never get.
An EXTREMELY INTERESTING collection of pictures of the
ST. IVES RELAY OPERATION FROM PAUL BARRIBALL
With very many thanks to PAUL for sending the following pictures which we as 'JOE PUBLIC' could never get.
Pictures in order working away from the St Ives terminus
St Ives new track in position but not ballasted. Copyright Paul Barriball
Fresh track between St Ives and St Erth. Copyright Paul Barriball.
From the footbridge on the St Ives to Carbis Bay footpath. Nicely ballasted track. Copyright Paul Barriball.
Carbis Bay Approach. Copyright Paul Barriball.
The approach to Carbis Bay station. Copyright Paul Barriball
The work proceeding towards Hawkes Point - at this time the old ballast still to be replaced. Copyright Paul Barriball
Many thanks to Paul Barriball and also to Graham Mann who contacted him on our behalf.
Item 2102 Reopening the branch to Okehampton - A collection of pictures
Item 2102
Reopening the branch to Okehampton - A collection of pictures
Reopening the branch to Okehampton - A collection of pictures
Credition 70809 pauses 6C42 - new sleepers at Crediton on route to Okehampton. Copyright Alan Peters
Okehampton First Delivery of Sleepers 6C42 00.50 on the 14th January 2021. Copyright Alan Peters.
Class 70's to Okehampton
Colas Rail class 70's visited Okehampton with the first of many concrete sleeper trains for upgrading the line as part of the National Network, special dispensation has been given for class 70's by Network Rail and 70809 top and tailed with 70815 worked to Okehampton with 6C42 in the evening of 13th January where the sleepers were offloaded into Okehampton car park where Network Rail have set up a compound for working on the line. Looking back towards the station from the back of the train, note the bags of ballast to the right with the name of the new owners of the line.
Alan Peters
Colas Rail class 70's visited Okehampton with the first of many concrete sleeper trains for upgrading the line as part of the National Network, special dispensation has been given for class 70's by Network Rail and 70809 top and tailed with 70815 worked to Okehampton with 6C42 in the evening of 13th January where the sleepers were offloaded into Okehampton car park where Network Rail have set up a compound for working on the line. Looking back towards the station from the back of the train, note the bags of ballast to the right with the name of the new owners of the line.
Alan Peters
Class 70's to Okehampton
Colas Rail 70809 top and tailed with 70815 worked to Okehampton with 6C42 working back to Westbury on 14th January, 70815 is seen in the distance waiting to depart from Okehampton, this is the fixed distant signal for Okehampton, please note that all the pictures are taken under T3 conditions - Alan Peters
Colas Rail 70809 top and tailed with 70815 worked to Okehampton with 6C42 working back to Westbury on 14th January, 70815 is seen in the distance waiting to depart from Okehampton, this is the fixed distant signal for Okehampton, please note that all the pictures are taken under T3 conditions - Alan Peters
Class 70's to Okehampton
Colas Rail class 70's visited Okehampton with the first of many concrete sleeper trains for upgrading the line as part of the National Network, special dispensation has been given for class 70's by Network Rail and 70809 top and tailed with 70815 worked to Okehampton with 6C42, working back to Westbury on 14th January, 70815 is seen waiting to depart from Okehampton with the empty Salmon wagons, it is evident of the vegetation clearance undertaken by Network Rail - Alan Peters
Colas Rail class 70's visited Okehampton with the first of many concrete sleeper trains for upgrading the line as part of the National Network, special dispensation has been given for class 70's by Network Rail and 70809 top and tailed with 70815 worked to Okehampton with 6C42, working back to Westbury on 14th January, 70815 is seen waiting to depart from Okehampton with the empty Salmon wagons, it is evident of the vegetation clearance undertaken by Network Rail - Alan Peters
Hi,
Colas Rail Drivers and Groundstaff enjoy a brew courtesy of the Dartmoor Railway and their dog at Okehampton railway station on 2nd February 2021, with regard to route familiarisation for forthcoming engineering over the coming months as the line is upgraded ready to join the national network now ownership has been transferred to Network Rail.
Concrete sleepers continue to be stockpiled in the car park once the site of the turntable and engine shed, more sleeper trains are planned hauled by Colas Rail and GBRf.
The former Platform 2 Down Line, now a siding sees former DCR 31452 and resident 'Gronk' D4167 (08937) stabled with a rake of MKI and MKII coaches.
Alan Peters
Colas Rail Drivers and Groundstaff enjoy a brew courtesy of the Dartmoor Railway and their dog at Okehampton railway station on 2nd February 2021, with regard to route familiarisation for forthcoming engineering over the coming months as the line is upgraded ready to join the national network now ownership has been transferred to Network Rail.
Concrete sleepers continue to be stockpiled in the car park once the site of the turntable and engine shed, more sleeper trains are planned hauled by Colas Rail and GBRf.
The former Platform 2 Down Line, now a siding sees former DCR 31452 and resident 'Gronk' D4167 (08937) stabled with a rake of MKI and MKII coaches.
Alan Peters
Colas Rail Drivers and Groundstaff enjoy a brew courtesy of the Dartmoor Railway and their dog at Okehampton railway station on 2nd February 2021, with regard to route familiarisation for forthcoming engineering over the coming months as the line is upgraded ready to join the national network now ownership has been transferred to Network Rail.. 2nd February 2021. Copyright Driver Alan Peters.
Concrete sleepers continue to be stockpiled in the car park once the site of the turntable and engine shed, more sleeper trains are planned hauled by Colas Rail and GBRf.. 2nd February 2021. Copyright Alan Peters.
The former Platform 2 Down Line, now a siding sees former DCR 31452 and resident 'Gronk' D4167 (08937) stabled with a rake of MKI and MKII coaches.
2nd February 2021. Copyright Alan Peters.
Item 2101
Station refurbishment of
Bristol Temple Meads station
Work started January 2021
Station refurbishment of
Bristol Temple Meads station
Work started January 2021
Since Christmas work has started on preparing the main train shed at Bristol Temple Meads for a much needed refurbishment. The current roof was substantially repaired and rebuilt between 1988 and 1991 but sadly appears to have received little if any maintenance since then. Thick moss and a considerable amount of grass can be seen thriving on the outside of the glazed areas and this in turn will have caused water to become trapped and start to seep through the joints and degrade the main fabric of the roof. Contractors have been assembling the first runs of scaffolding and building up protective hoardings that will remain in place for the duration of the project. The first six pictures were taken in early January 2021.
Guy Vincent
Guy Vincent
Bristol TM REFURBISHMENT Works (1) 13th January 2021. Copyright Guy Vincent
Bristol TM REFURBISHMENT Works (2) The plaque to commemorate the previous refurbishment in 1991. 13th January 2021. Copyright Guy Vincent
Bristol TM REFURBISHMENT Works (3) 13th January 2021. Copyright Guy Vincent
Bristol TM REFURBISHMENT Works (4) 13th January 2021. Copyright Guy Vincent
Bristol TM REFURBISHMENT Works (5) 13th January 2021. Copyright Guy Vincent
Bristol TM REFURBISHMENT Works (6) 13th January 2021. Copyright Guy Vincent
Many thanks Guy.